Control device



P 8, 1951 L. B. LYNN ETAL 2,568,401

CONTROL DEVICE Filed Oct. 19, 1945 I s Sheets-Sheet 2 WITNESSES: INVENTOR5 5 67/0 fan E. Hanna and lavvBrYencfiLynfi. m k.

M M a. W

ATTORN EY 3 Sheets-Sheet 5 8 5 65 m m a w 8 4 1.1% a. m,

| B. LYNN ETAL CONTROL DEVICE a .Mm 4

Sept. .18, 1951 Filed Oct. 19, 1945 INVENTORS Cl/n for) 6 Hanna and (a wrenceE. L n/2,

ATTORNEY WlTgyE/SZ ES: 5d

According to Fig. 1, the truck frame I of a railroad car is supported by springs 2 and 3 on equalizer bars 4 and 5 which contain the bearings for the wheel axles, such as the one denoted by 6. Two swing links 8 and 9 are pivoted to opposite sides of the truck frame I and interconnected by a supporting structure 1. A bolster i0 is supported on the structure 1 by means of springs II and I2. The vehicle body I3 is pivoted at M to the bolster I8 so as to be capable of angular motion in a horizontal plane relative to the truck structure. Due to 'the springs II and I2 and the swing links 8 and 9, the truck bolster and the car body mounted thereon are also capable of angular motion as well as lateral and vertical motion in the plane of illustration.

Two shock-absorber cylinders l6 and l! are hinged to the truck bolster l0, and their respective piston rods are connected to the equalizer bars 4 and 5, respectively. The shock absorbers serveto stabilize vertical oscillations and shock responsive movements of the car body. The stabilizing operation of the absorbers l6 and I1 is hydraulic and controlled by the appertaining pilot devices [8 and I9, respectively, substantially in the manner described in the above-mentioned copending application Serial No. 509,314.

Mounted on the truck bolster I0 is further a hydraulic shock absorber 28 which serves to stabilize the lateral pendulous oscillations of the car body occurring in the plane of illustration. The shock absorber 28 has a crank arm 2| linked by a member 22 to a pivot 23 which is firmly mounted on the truck frame I. A pilot device 24 is provided for controlling the operation of the shock absorber in the manner required to counteract the lateral oscillations to be stabilized.

The design and performance of the stabilizing systems will be understood from the diagrammatic showing of Fig 2 which represents the hydraulic circuit of the shock absorber 20. According to Fig. 2, the shock absorber 20 has a cylinder 25 which contains two pistons 26 and 21, each forming together with the cylinder a pressure chamber 28 or 29. The neutral space 30 between the pistons 26 and 21 contains a ballshaped coupling element 3| attached to a hub which is pivoted about a shaft 32. The shaft extends through thewalls of the cylinder and carries the arm 2| exteriorly of the cylinder.

Piston 26 has a duct 33 which forms a communication between the pressure chamber 28 and the neutral space 30 and is controlled by a check valve 34. This valve prevents the flow of fluid from chamber 28 to the neutral chamber 38 while permitting the occurrence of fiow in the opposite direction. Similarly, the piston 21 has a duct 35 which connects the pressure chamber 29 with the neutral chamber 30 and is controlled by a unidirectional valve 36 similar to valve 34. The pump 4| has a casing 31 which contains two pairs of impeller gears 'or rotors 38 and 39. These rotor pairs perform the action of two separate pumps, 1. e, they operate simultaneously and in synchronism and have the same operating capacity. The outlet of one of the pumps is connected by pressure conduits and 65 with the cylinder chamber 29. The second outlet of pump 4| is connected by conduits and 15 with the cylinder chamber 28. The two conduit lines are interconnected by a bypass which forms escape openings at 51 and 61 and is in communication with the common inlet or sump of the pump 4| through a neutral conduit 60. The neutral chamber 38 of the cylinder 25 is also connected with the pump inlet by a neutral connection 18. The escape openings 5! and 6'! are controlled by interconnected valves 58 and 68 which are normally in an intermediate position so as to maintain a given cross section of the appertaining escape opening.

The valves 58 and 68 form part of the pilot device 24 and are controlled by an inertia weight 42 which is pivoted at 43 so as to be capable of angular deflection relative to the housing of the pilot device when the car body carrying the device is subjected to oscillations. The pivot axis of the weight 42 extends horizontally and substantially in parallel to the path of travel so that the weight 42 is suspended like a pendulum.

While the foregoing explanation refers to the shock absorber 29, as shown in Fig. 1, for stabilizing lateral oscillations, it should be understood that the design and function of the vertical stabilizers l6 and I! are in principle similar to the above-described features elucidated by Fig. 2, except that for stabilizing vertical oscillations, the corresponding pilot device I8 or I9 (Fig. 4) is so arranged that the pivot arm of the inertia weight extends horizontally in order to have the oscillatory deflections of the weight occur in a vertical plane. In other words, the pilot device is always so positioned that the inertia weight is caused to oscillate relative to the housing of the pilot device in response to the oscillations intended to be stabilized.

As shown in Fig. 2, the weight 42 is centered by means of springs 44 and is also associated with two pairs of hydraulic bellows. The purpose, design and function of these springs and bellows, as well as other details of the pilot device omitted in the explanatory showing of Fig. 2, will be described in a later place with reference to the embodiment shown in Figs. 3 through 8.

When in operation, the pump 4| is constantly driven so as to issue two separate streams of fluid in the direction of the arrows K and L. The fluid circulates through the escape openings 51 and 61 and returns to the pump through the neutral conduit 60 in the direction of the arrows M, N and O. The pressures built up in the two chambers 28 and 29 are normally balanced so that no moving force is imposed on the arm 2|. Upon occurrence of an unbalance motion, however, the inertia weight 42 actuates the interconnected valves 58 and 68 so that one is caused to increase the cross section of its opening while the other reduces its opening. Consequently, the pressure in one of the cylinder chambers 28 and 29 is increased and the pressure in the other simultaneously decreased. Thus, the pistons 26 and 21 move in the same direction relative to cylinder 25 and cause the arm 2| to perform a relative motion tending to balance the lateral motion to be compensated. Due to the fact that the neutral chamber 30 of the cylinder 25 is in connection with the neutral conduits of the hydraulic circulation system, the pressure acting on the gaskets and joints of the absorber is reduced, thereby reducing or avoiding the loss of operating fluid.

The novel features of our invention are all incorporated in the inertia responsive pilot device 24 and will now be described in detail with reference to Figs. 3 through 8. In order to facilitate explaining these figures, the conduits denoted in Figs. 1 and 2 by 45 and 65 are hereinafter called Thehydraulic actuating member of the valve disk 2I2 consists of a bellows 2I4 which is arranged coaxially with the above-mentioned bellows I I4 and in communication with a duct 226. A constant flow of fluid is supplied to this duct through an orifice 225 from the intermediate pressure chamber 2I3 and passes through a bore 226, a cavity 221, and an escape duct controlled b a pilot valve 23I into the low-pressure interior I 28 of the body I (Fig. 5), whence the fluid escapes to the neutral pump conduit 60 through the duct I29 (Fig. 4). The multiplying function of this valve system is similar to that of the above-described valve combination. The two pilot valves I3I and 23! are actuated by a common control member I32. Member I32 is attached to a shaft I33 which is journalled on body I04 (Figs. 5 and 6) by ball bearings and carries an arm I34 joined with the inertia mass I35. Due to the interconnection of the two pilot valves, a motion of the mass I35 relative to the stationary structure of the device has opposite effects on the two valves. That is, when pilot valve I3I increases the cross section of its fiow area and hence causes the bellows II4 to contract, the pilot valve 23I will decrease its area of flow and hence cause the pressure in bellows 2I4 to rise and to expand this bellows (push-pull action).

The mass I35 is held in centered position by two coiled compression springs MI and 24I (Fig. 6) whose stationary abutments I 42 and 242 are adjustable by means of respective screws I43 and 243. The rather large mass I35 develops forces proportional to the absolute acceleration of the vehicle sprung mass to which the control device is attached. These forces, instead of being applied in their entirety to the pilot valves I3I and 23I, are resisted predominantly by a pair of damper bellows I5I and 25I. The function of bellows I5I and 25I is to damp the motion of mass I35 so that it moves about its pivot axis with a small relative velocity proportional to its inertia force, which, in turn, is proportional to the lateral acceleration of the vehicle body. As a result, the relative distance of motion of the mass is proportional to the lateral velocity of the body. In other words, the small displacements of the control mass are proportional to the absolute lateral velocity of the vehicle sprung mass over a broad range of frequencies within which a satisfactory stabilizing performance is expected. The pilot valves I3I and NI together with their respective orifices I2i and 22I are so proportioned that the difference in their pressures acting within the actuating bellows I I I and 2I4 of the main poppet valves III and 2 is approximately proportional to the movement of mass I35. Since the multiplier valve arrangement previously described produces pressure differences between compression and rebound proportional to the difference of the pressures within bellows H4 and f2I4, the net stabilizing force produced in the shock absorbers proper is substantially proportional to the absolute velocity of the sprung mass. The damper bellows NH and 25I form part of a hydraulic system which is so designed that the damping force is proportional to the velocity of the bellows motion and independent of the viscosity of the operating fiuid. In order to obtain this result, the following means are employed. The damper bellows I5i and 25I are mounted on the body I04 by means of fastening screws I52 and 252 which have orifices I53 and 253, respectively, through which the interior of the bellows communicates with a bore I54 and 254, respec- 8 tively, of the body I04. Each of these bores opens into a cavity I54 or 254 (Figs. 5 and '7), which is in free communication with the intermediate pressure chamber H3 or 2I3. Two similar thinwall orifices I51 and 251 are provided in the inner cover plates of the bellows I5I and 25I, respec* tively. Due to these hydraulic connections, a constant flow of fluid is maintained from the intermediate pressure chamber II3 through the cavity I55, the bore I54, the orifice I53, the bellows I5I and the orifice I51 to the low-pressure space I28 (Fig. 5) and thence back through duct I29 (Fig. 4) to the neutral connections of the system. Similarly, a second fluid path is formed between the intermediate pressure chamber 2I3 through cavity 255, bore 254, orifice 253, bellows 25I, and orifice 251 to the low-pressure chamber I28.

The flow of oil that passes from the intermediate pressure space 2I3 through the orifice 253 and the orifice 251 to the low-pressure area I28 develops pressure in the bellows 25I between the two orifices 253 and 251. When the bellows 25I is compressed by a deflecting motion of the mass I35, oil is expelled from the bellows through the orifices 253 and 251. The fiow expelled from orifice 251 acts in the direction of the flow coming from the chamber 2 I3, while the flow coming from orifice 253 acts in opposition to the constant flow from chamber 2I3. Hence, the total unidirectional flow through orifice 253 is diminished while the total flow through orifice 251 increases. Although the law for each orifice is that the pressure is proportional to the square of the oil velocity through it, the fact that one flow diminishes and the other increases for a given bellows movement results in a push-pull action with the effect of obtaining an approximately linear law of pressure versus velocity of the bellows. This linear law is independent of changes in viscosity of the oil because the throttle characteristic of thin-wall orifices is nearly independent of viscosity. The same viscosity-independent damping eifect takes places in the hydraulic-branch system of bellows I5I.

During the above-described operation of the pilot device, the centering force acting on the inertia weight is provided mainly by the springs I M and 24I, but some of the centering force is also determined by the springs I68 and 268 and by the toggle spring I10.

The two springs I68 and 268 are so rated that they do not interfere with the response of the inertia valve to the relatively fast occurring oscillations of the vehicle body to be stabilized. Hence, the springs I68 and 268, during the oscillatory functioning of the inertia controlled pilot valves I 3I and 23I, exert merely balanced component spring forces on the inertia weight in supplement of the centering forces provided by the main springs MI and 24I (Fig. 6). Since the bellows I6I and 26I at no time abut against the arm I34 of the inertia mass, they have no damping effect on the mass. Their purpose is to form self-adjusting abutments for the respective springs I68 and 268 (Fig. 5). When the car passes through a curve, or when for other reasons a steady deflection from the centered position is imparted to the inertia mass, the pilot valves I3I and 23I will remain differentially adjusted for a greater length of time than during vibration periods. The pressures in chambers I21 and 221 become different. As a result, the main valves III and 2 remain also differentially adjusted and the corresponding pressures in chambers I I 0 and 2E0 (Fig. 5) stay also different. Consequently, the

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eiq epu. d hesxstemi bne etio ithe it mentioned nipovement eliminates the necessity e use he, m r'est n e u di qws h o hh ain nql t Le id valves ,of nthe system has auto rngtiga lly the effect f-: n quid thr u h ellew nd t u .ll Qh. l ow qm l t lst. H e nhev a wa i im ed ate e at q ition even after long inoperatiye periods.

h m i hrw PsnepflH p n h body of. the .yalye has not on1y the above-men 76 tigned aglyqintage of fegilitting' installin the pilot device on vehicles of different design, but permits also the addition of one or several shock absorbers to act in parallel to the abovementioned absorber under control by a single pilot device.

While some of the features of our invention as disclosed in the foregoing are most advantageous in equipment for stabilizing lateral oscillations due to curved travel of a vehicle, the invention is likewise of considerable advantage when applied to equipment for stabilizing oscillations in other A directions and some of its features are of general applicability. It will further be understood by those skilled in the art that devices according to the invention can be modified in many respects as regards details of design or specific use without departing from the gist of the invention, and within the scope of its essential features as set forth in the claims attached hereto.

We claim as our invention:

1. An inertia controlled pilot device for stabilizing equipment, comprising means for controlling the operation of said equipment, an inertia structure disposed for controlling said control means and being pivoted for angular deflection from a centered position in response to oscillations to be stabilized, spring means engaging said structure for biasing it toward said centered position, said spring means comprising two helical compression springs arranged on opposite sides respectively of said structure relative to its path of oscillatory motion, a rigid abutment structure forming two abutments for said respective springs and being displaceable substantially in parallel to said Path of motion in order to vary the center point of the spring bias, and control means for displacing said abutment structure in response to persistent deflections of said inertia structure and in the direction required for said bias to oppose said persistent deflection, said control means having delayed operation relative to said oscillations so as to remain substantially unaffected by said oscillations.

2. An inertia controlled pilot device for stabilizing equipment, comprising means for controlling the operation of said equipment, an oscillatory mechanical system disposed for actuating said control means and having an inertia weight capable of deflecting motion in response to oscillations to be stabilized, spring means engaging said weight for biasing it toward a center point, hydraulic means disposed for adjusting said spring means in order to vary said center point and comprising a container of variable volume, conduit means communicating with said container for applying hydraulic pressure to said container, and valve means disposed in said conduit means and operatively connected with said weight for controlling said pressure in response to persistent deflection of said weight.

3. An inertia controlled pilot device for the control of hydraulic stabilizing equipment, comprising valve means for modifying hydraulic pressure in order to control the stabilizing equipment, an inertia structure disposed for controlling said valve means and being pivoted for angular deflection from a centered position in response to oscillations to be stabilized, biasing means engaging said structure for biasing it toward said centered position, and having two springs arranged on opposite sides respectively of said structure relative to its path of oscillatory motion, a rigid abutment structure forming two abutments for said respective springs and being displaceable substantially in parallel to said path of motion in order to displace the center point 12 of the spring bias, and hydraulic control means for displacing said abutment structure having a variable volume-container and conduit means for applying variable pressure to said container in dependence upon the pressure controlling operation of said valve means, said hydraulic control means having delayed operation relative to the average cycle period of said oscillations to remain substantially unafiected by said oscillations.

4. An inertia controlled pilot device for the control of hydraulic stabilizing equipment, com prising a housing having ducts for the passage of a continuous fluid flow for controlling the stabilizing equipment and provided with valve means for controlling said fluid flow, an inertia structure disposed in said housing for controlling said valve means and being pivoted for angular deflection from a centered position in response to oscillations to be stabilized, spring means engaging said structure for biasing it toward said centered position, said spring means comprising two helical compression springs arranged on opposite sides respectively of said structure relative to its path of oscillatory motion, a rigid abutment structure forming two abutments for said respective springs and being displaceable substantially in parallel to said path of motion in order to displace the center point of the spring bias, two variable volume containers engaging said abutment structure and being disposed at opposite sides thereof, said containers being in communication with said ducts to be controlled by pressure originating from said fluid flow under control by said valve means so that one container is caused to contract while the other expands whereby said pressure causes said abutment structure to be displaced in response to persistent deflections of said inertia structure and in the direction required for said bias to oppose said persistent deflection, the communication between said containers and said ducts being rated for time delayed operation in order to prevent said abutment structure from responding to said oscillations.

5. An inertia-controlled pilot device for stabilizing equipment, comprising a supporting structure, a mass movably mounted on said support so as to be capable of inertia-controlled motion relative to said support, a variable-volume container having two openings and being arranged between said structure and said mass for varying its volume in dependence upon said relative motion, fluid conduit means communicating with said container through said openings for passing a continuous flow of fluid through said container, said conduit means having flow-restricting orifices at both sides of said container so that the fluid flow through one of said orifices is increased and the flow through the other decreased during a change in volume of said container whereby the pressure in said container is caused to damp the motion of said body, and control means disposed between said structure and mass to be operated by their damped relative motion.

6. An inertia controlled pilot device for stabilizing equipment, comprising an inertia structure pivoted for angular deflection from a center position in response to oscillations to be stabilized, biasing means engaging said structure to oppose said deflection, and a toggle spring engaging said structure so as to have its toggle axis extend approximately in line with the pivot radius of said structure when the latter is in said center p sition in order to counteract the stiffness of 13 said biasing means when said structure is deflected from said position. 7

7. An inertia controlled pilot device for stabilizing equipment, comprising an inertia structure pivoted for angular deflection from a center position in response to oscillations to be stabilized, biasing means engaging said structure to oppose said deflection and including a hydraulic damper bellows for damping the deflecting motion, and a toggle spring engaging said structure so as to have its toggle axis extend approximately in line with the pivot radius of said structure when the latter is in said center position in order to counteract the stiffness of said bellows when said structure is deflected from said position.

8. An inertia controlled pilot device for stabilizing equipment, comprising a housing, an inertia member pivoted in said housing for angular deflection from a center position in response to oscillations to be stabilized, biasing means engaging said structure to oppose said deflection, a compressible toggle spring having one end in engagement with said structure, a member revolvably mounted on said housing and having an eccentric abutment engaged by the other end of said spring in order to permit adjusting the toggle axis of said spring so as to render said springsubstantially ineffective relative to said biasing means when said structure is in said center position While causing it to counteract th stiffness of said biasing means when said structure is deflected from said position.

9. An inertia controlled pilot device for stabilizing equipment, comprising movable pilot means for controlling the operation of said equipment, an oscillatory mechanical system disposed for actuating said pilot means and having an inertia weight oscillatorily mounted for motion in response to oscillations to be stabilized, two oppositely acting springs connected with said weight for imposing centering force thereon, two rigidly interconnected abutments engaged by said respective springs and being together movable separately from said pilot means in order to vary said centering force, and actuating means operatively connected with said pilot means to be controlled thereby and connected with said abutments for moving said abutments in response to persistent deflection of said weight in order to vary said centering force so as to counterbalance said persistent deflection.

10. A pilot device for hydraulic ride stabilizing systems, comprising a main hydraulic control valve having a movable member for controlling the stabilizin operation, a variable-volume container having two openings and being connected with said member for controlling the movement of said member, means for supplying a flow of liquid, an auxiliary hydraulic conduit system connected with said means and forming together with said container and through said openings a continuous path for said flow so that said container is continuously traversed by said flow, and an inertia-controlled auxiliary valve disposed in said path outside said container for varying the quantity of said flow in order to control pressure in said container.

11. A damping device, comprising a supporting structure, a movable member Whose motion is to be damped, two damping containers each having two relatively movable parts defining a chamber of variable volume and attached to said structure and said member respectively, said containers being disposed in mutually opposing relation to said member so that movement of said member causes the volume of one chamber to increase and that of the other to decrease, each of said containers having an inlet opening and an outlet opening for said chamber, said openings having constant flow areas, and means for supplying a continuous flow of liquid having respective passage means communicating through said openings with said chambers for passing said continuous flow of liquid through said chambers to produce respective pressures in said chambers which normally balance each other relative to said member.

LAWRENCE B. LYNN. CLINTON R. HANNA.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name 1 Date 1,319,848 Carbt Oct. 28, 1919 1,861,821 'Schaum June '7, 1932 2,063,747 Olley Dec. 8, 1936 2,147,990 Richter Feb. 21, 1939 2,166,956 Kollsman July 25, 1939 2,212,426 Mitereff Aug. 20, 1940 2,492,990 Hanna Jan. 3, 1950 FOREIGN PATENTS Number Country Date 346,493 Great Britain Apr. 16, 1931 612,843 Germany May 6, 1935 

